All Small Six Continuing the journey - T5 Upgrade

[a65mustang]

Hi Don and Andrew.

Thanks for the follow up!

I resolved the video issue, very nice work and congrats. I never posted previously so that was probably it. Guess I'm in with the cool kids now.

Andrew do you know the gearset on yours?

Anyway I posted my thread in the link below, it's long so apologies! If you have time I would really appreciate your input.

Thread 'T5 on small pattern 200ci swap' https://fordsix.com/threads/t5-on-small-pattern-200ci-swap.87946/

 

[BigE65]

Well, now that the 200 is running well in my 66 Mustang, it's time to sort out the rest of the drive line. The weather up here is pretty crappy still, so I'm not sure when I'll have the car up on stands so I can wrassle the 3-speed out (again) and install the T5 but I now have all of the parts I need!

T5 from a Fox Body Mustang (4 cylinder model) - Check
T5 Shifter - Check
T5 for 1966 Mustang Adapter - Check
T5 for 1966 Mustang Transmission Crossmember - Check
C4/T5 Transmission Mount - Check
9" Clutch and Diaphragm Pressure Plate Kit (1978 Ford Fairlane 3.3 L) - Check
Throw out bearing for 1966 Mustang - Check
Pilot Bearing for 1983 Ford Ranger Deisel - Check
Slip Yoke - Check

View attachment 24974

I bought the T5 kit for Ford 200 from California Pony Cars. It is specific to the 1966 Mustang but they also have a 1965/66 Mustang kit for Ford 200 which is a bit less money but I know that they bell housing, flywheel and clutch is different for a 65 so I grabbed the 1966 specific kit. I will have to pull the existing transmission out to make sure it is the correct adapter but everything else I have in the kit is a good fit.

The transmission tag is 13 52 207
View attachment 24973

It appears to be a 1992 World Class with the following gears:
Rev - 3.70
1st - 3.97
2nd - 2.34
3rd - 1.48
4th - 1.00
5th - 0.79

I looked at it compared to a 1992 V8 and the V8 gearing is much much taller except for 4th. All 4th gear T5's have 1.00 but the 1983 SVO 5.0 Mustang transmission is almost the same ratio as this one.

I have a question about the transmission mount. The original mount had a plate with a rubber piece hanging off the side, on the passenger side. It mounted between the transmission tail shaft housing and the transmission mount. Is it a damper for vibration or did it serve some other purpose. I think I may clean it up, hit it with some rustoleum from a can and then reinstall it.

View attachment 24975

I'll add more when it warms up and I can get under the car to do the re and re.

I am following your project closely as I want to convert C4 to T5 in a 1965 Coupe with I6.

 

[a65mustang]

I am following your project closely as I want to convert C4 to T5 in a 1965 Coupe with I6.

BigE, the 65 is a different animal from 66 for the T5 swap. I'm not finished with my swap, but here's my thread so you can learn a bit.

Thread 'T5 on small pattern 200ci swap' https://fordsix.com/threads/t5-on-small-pattern-200ci-swap.87946/

Step 1: confirm your engine bolt pattern. You can do this by the casting number on the passenger side and looking online to decode. Unless the engine has been swapped, you likely have the small pattern 200 which is more complex than the 66 with their dual pattern block. Good luck, be sure to use the forum, they give good guidance.

 

[funkaholik]

@awasson Thanks so much for this writeup! My car is a '67 and I just found a great deal on a rebuilt T-5 but it's the -208 V8 version. It has a 3.35 first, so it kind of splits the difference in 1st gear between the 2.95 that's available everywhere and yours.

I'm wondering which pilot bushing I need to buy and if I can use a '67 stock throwout bearing. Hoping that you or one of the other knowledgeable folks here can steer me in the right direction. I'm planning on getting the '67-specific CPC kit for the adapter, mount, and yoke. Plus the '78 Fairmont clutch and pressure plate.

What did you have to do to make the reverse lights work?

 

[awasson]

Hey @funkaholik I'm glad you found that useful. It was a journey but man, what a great upgrade. Totally changed the car for the better.

Great find on that V8 T5. If I make any changes to the driveline aside from rear end and aluminum driveshaft, it would be to use a V8 T5. I find the 4 cylinder one is a little too low geared for my rear end which has a 3.20:1 diff.

I believe you can use the 6 cylinder pilot bushing with the T5. If you buy the 78 Fairmont clutch and pressure plate, it comes with two pilots and I think one will be the correct size for the flywheel and input shaft.

In terms of the throwout bearing, the clutch fork dictates which one to use and the original one from your 67 will work. Buy a new one though. They're not pricey and you don't want a rattly throw out bearing to ruin your day.

The side of the T5 has a plug with at least two conductors. Mine had 2 conductors and they are the reverse light switch. I've heard they also have a switch for nutral but mine didn't. I just connected my reverse light wires to a plug that worked with the conductors on the side of the transmission and that was that; working reverse lights.

The only thing I find the least bit annoying is that the 78 Fairmont pressure plate has very little travel between engaged and disengaged. I'm used to it now so it's not a bother but I found it a little tricky to launch normally when I first set it up. I may switch to a cable clutch system where I can adjust the amount of pedal control. I could also go back to the original 9" pressure plate which has a lot more throw but I love the feel of the diaphragm pressure plate so I'm not really bothered.

Cheers,
Andrew

 

[DON]

@awasson, are you now using the original linkage or hydraulic?

 

[awasson]

@awasson, are you now using the original linkage or hydraulic?

I’m still using the original z-bar and linkage.

 

[powerband]

good to hear the T5 upgrade is working out. T5 conversion on the '63' used original Z-Bar linkage, Z-Bar geometry needed slight mod when 2.77 bellhouse/clutch was swapped for Toploader/3.03 bellhouse/Diaphragm PP. The lower Throwout arm to Z-Bar was moved more horizontal / shorter by locating pushrod pin slightly toward Z-Bar shaft. This also reduces To arm throw distance. Later six Z- bar had similar TO pin location.
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'71Maverick 170/3.03 Z-Bar and early 170/2.77 Z-Bar
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have fun
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